2022 G70 2.0T JB4

[Geeman4242]

I seen a dyno for a 2019 rwd 6 speed online bone stock 91 octane stock plugs. 210 h and 234 t map 1 jb4 222 h 247 t map 2 243 h 267t map 3 263 h 287 t but he lose a lot of power late probably due to 91 octane and e mix in.

 

[Thatblu70]

I have mine gapped to .20

 

[Thatblu70]

I seen a dyno for a 2019 rwd 6 speed online bone stock 91 octane stock plugs. 210 h and 234 t map 1 jb4 222 h 247 t map 2 243 h 267t map 3 263 h 287 t but he lose a lot of power late probably due to 91 octane and e mix in.

I wonder what the numbers look like with intake, exhaust, plugs, with the jb4 of course lol.

 

[canucklehead604]

I seen a dyno for a 2019 rwd 6 speed online bone stock 91 octane stock plugs. 210 h and 234 t map 1 jb4 222 h 247 t map 2 243 h 267t map 3 263 h 287 t but he lose a lot of power late probably due to 91 octane and e mix in.

^ can you share that post? seems like odd power gains. map 1 is +4 psi so i'd expect a larger gain than 12hp. especially considering the delta between map 1 and map 2 is 21hp, even though map 2 only adds 1psi over map 1.

 

[Volfy]

^ can you share that post? seems like odd power gains. map 1 is +4 psi so i'd expect a larger gain than 12hp. especially considering the delta between map 1 and map 2 is 21hp, even though map 2 only adds 1psi over map 1.

Pretty sure he was referring to this post: 2.0t MT Dyno'd JB4

Map1 vs. stock is indeed more substantial than Map2 vs. Map1. Peak HP only tells part of the story. It's area under the curve, across the rev-range, that matters the most.

 

[Volfy]

I wonder what the numbers look like with intake, exhaust, plugs, with the jb4 of course lol.

Hotter plugs are pretty much a given if you plan on running Map2 or higher. As for intake and exhaust, any gains would likely only show up at the top end, where flow rate is highest.

 

[Geeman4242]

Pretty sure he was referring to this post: 2.0t MT Dyno'd JB4

Map1 vs. stock is indeed more substantial than Map2 vs. Map1. Peak HP only tells part of the story. It's area under the curve, across the rev-range, that matters the most.

The problem is when u look at his dyno sheet the car doesn't make the stock 210 h till 5200 rpm very odd for a turbo car . The torque should have made the 234 around 3000 rpm but the torque and the horsepower scales the same all the way to 5200 rpms.

 

[Volfy]

The problem is when u look at his dyno sheet the car doesn't make the stock 210 h till 5200 rpm very odd for a turbo car . The torque should have made the 234 around 3000 rpm but the torque and the horsepower scales the same all the way to 5200 rpms.

Nothing odd about that. 2.0T's torque characteristics is typical of a turbo car - torque band starts very early on the RPM curve, basically already up to full torque band at around 2600RPM, then maintains that to around 4500RPM, before starting to peter off. That happens because at higher RPMs, the air flow rate begins to go above the stock turbo's range of optimum volumetric efficiency.

However, because HP = Torque x RPM, so as the RPM continues to rise, HP continued to increase, even though torque is starting to decrease gradually... until the engine finally runs of of breathe towards the top end and torque drops off significantly.

The stock turbo is sized for maximum volumetric efficiency at low to mid-range RPM, where most drivers on the road would operate. This is also why HP/Torque gains with the JB4 is the largest in the low-to-mid RPM range.

You can install a bigger turbo to make more power up top, but your drivability down low will suffer.